Internal-combustion engine.



F. NELSON, DECD. B. n. NELSON, ADMINISTRATRIX.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 19, I9II- I 1,159,787. Patented Nov. 9, 1915.

3 SHEETSSHEET I- COLUMBIA PLANOURAIH CO.,\VASHINGTON. u, c

F. NELSON, DECD.

B. D. NELSON, ADMIIIISTRATRIX. INTERNAL COMBUSTION ENGINE. APPLICATIONFILED JUNE 19. I9II. 1,159,787. Patented Nov. 9, 1915.

12 3 SHEETS-SHEET 2- EIIIK COLUMBIA PLANOGRAPH C04. WASHINGTON. D, c.

F. NELSON, DECD.

B. D. NELSON, ADMINISTRATRIX.

INTERNAL COMBUSTION ENGINE.

Patented Nov. 9, 1915.

3 SHEETS-SHEET 3.

APPLICATION FILED JUNE I9. 19H.

VV/T/VESSES I ATT'K COLUMBIA PLANOGRAPH CO WASHINGTO-N. u. c.

- the greatest explosive power.

V UNITED STATES PATENT OFFICE.

FORREST NEnsoN, or BOSTON, MAssAcn sE'rrs; BESSIE n. NELSON, ornos'roiv;

MASSACHUSETTS, ADMINIS TRIX or SAID FORREST' NELSQN, DECEASED.

INTERNAL-COMBUSTION ENGINE.

Application filed June 19, 1911.

Toall whom it may concern Be it known that I, FORREST NELSON, a

citizen of the United States, residing at Boston, county of SuffolkCommonwealth of Massachusetts, have invented certain new and usefulImprovements in Internal-CombustionEngines, of which the following is aspecification. I

v This invention relates to internal combustion engines and particularlyto a hydrocarbon engine of two-cycle type. It 1s extremely desirableinthis class of engine to have the gases thoroughly mixed. and deliveredat a temperature which will give IVhere this is done beneath the pistonit is further necessary thatthe pressure at which the gas is deliveredshall not be so great as to offer any considerable retard to the workingforce of the charge above the piston. The Cl1S-' tribution of the heatgenerated in the engine is also of great importance so that thecylinders will be maintained at a suitable temperature. 7 g

It is the object of my inventionto provide an engine in which the gaseswill be thoroughly mixed below the piston without undue compression anddelivered above the same in the most efiective condition as a workingcharge.

In the specifications which follow and in the drawings which form .apart thereof I have shown as an illustrative embodiment of my inventiona form of engine which I have found to be highly eflicient andproductive of most satisfactory results.

Throughout specifications and drawings like reference numerals areemployed to indicate corresponding parts and in the drawings :Figure 1is an elevation of a single cylinder engine embodying my invention, theinterior construction being partially indicated in dotted lines, Fig. 2is a central sectional view of the engine cylinder partly separated andwith piston removed. Fig. 3 is a transverse section on the line 33, Fig.2, Fig. 1 a transverse section on theline 4.l, Fig. 2,. and Fig. 5 adevelopment of the interior of the lower part of the casing showing thedisposition of the mixing wings.

In constructing my engine I provide a base 1 having a suitable bearingin which the crank shaft 2 is mounted. On the base is mounted asupporting frame 3 on the Specification of Letters Patent.

Serial No. 634,001.

upper portion of which is formed the lower portion of the cylindercasing provided centrally with a stuffing box 19 through which thepiston stem 18 passes, The upper part of the cylinder and casing isformed 1n tegrahthe cylinder proper being indicated at 5 and consistingof an elongated shell surrounded at its upper end by a casing 1,

ginning from the intake port21 and run ning around the inner part of thecasing on each side 'of the lower part of the cylinder 5. There istherefore left between the Series of deflectors 28 somewhat spirallydisposed channels 22 of increasing breadth as they recedecircumferentially from the intake port. In other words, the deflectors23 are arranged in decreasing closeness of order as they recede uponeach side from theintake port.

Referring to the development shown in Fig. 5, it'will be seen that thearrangement of the deflectors becomes more open as the distanceincreases from the port 21. In other words, the deflectors are ingreatest number and in closest order directly adjacent to the intakeport 21. Referring further to Fig. 5 it will beseen that each one of thedeflectors is slightly dished, as indicated at 23 This provides for theretention of any hydrocarbon which may become condensed within themixing chamber. This is of great advantage in Starting the engine as itassures a rich mixture under the-piston upon the first stroke.

Referring to Fig. 1, it will be seen that the intake is :through thevalve 10 passing from thence through the openings 21 into the annularspace formed-between the. two parts of the casing. :Opposite to theintake valve is an entry port 8 which leads within the cylinder 5.Opposite to the entry port is a discharge port 9. At the head of thecylinder is a threaded opening into which the spark plug 6 is screwed.The upper casing is bolted to the lower casing by bolts 11passingthrough the holes 11 held by nuts Patented Nov.'9, 1915.

12 at the upper end tapped into the upper face of the lower casing at13. The .lower end of the piston stem 18 is connected to the pitman 14at 15 being steadied by a slide 16 which surrounds a slide rod 17mounted in the casing.

The operation of my engine is as follows: Starting with the pistonpositioned as in Fig. 1, and supposing the compressed charge above itand a mixed charge below it, when the compressed charge is fired by thespark plug 6 the piston will descend under the effective impulse of theexplosion. As the piston descends it finally uncovers the exhaust port9, allowing the products of combustion to escape from the engine. Assoon as the intake port 8 is opened by the descent of the piston 20 thecharge which has been compressed below the piston is forced back throughthe openings 21 above the piston and upon the rise of the same thecharge thus taken is compressed. In this transfer of the charge of thelower side of the piston to above the piston the charge is churned pastthe lower edge of the shell 4 and back through the plates 23, thuscompleting the mixture and completing the vaporization. As soonas thecharge is sufliciently compressed above the piston it is fired and thecycle repeated, a new charge being drawn in through the valve 10 andbeneath the piston just as soon as the piston passes the port 8. As eachnew charge is taken in it is likewise drawn down tl'irough thedeflectors 23 and past the lower edge of the depending shell 4 to itsposition below the piston 20; It will be seen that a reserve of gas willbe maintained below the piston throughout its operation. To this reserveeach incoming charge is added and together these gases are churnedaround the lower edge of the shell 49 and through the deflectors 23,thus maintaining a low constant pressure with a completely vaporized andmixed gas. This mixing and churning of the gas is accomplished in thedirect presence of the heat of the cylinder generated by the combustionand greatly increases the proportion of air which may be used with themixture, thus reducing the necessary hydrocarbon charge. In addition tothe econ may of hydrocarbon I find that the mixing efiected in this waysecures a gain in the effectiveness of the engine by cooling thecylinder, thus enabling the running of the engine at high speed.

Various modifications may obviously be made in the construction andoperation of my engine all without departing from the spirit of myinvention if within the limit of the appended claims.

What I, therefore, claim and desire to secure by Letters Patent is 1. Inan internal combustion engine a closed cylinder, having intake supplyand exhaust ports and comprising a jacketed head having its cylinder.wall extended as a depending shell below said jacket, a casing for saiddepending shell and leaving an an nular space about the lower portionthereof wholly open to the bottom of said cylinder, a plurality ofdeflectors on said casing projecting within said space and arranged indecreasing closeness as they recede circumferentially' in bothdirections from said intake port, said intake port communicating withsaid annular space and said supply leading from said annular space tosaid cylinder, a valve for closing the intake on the down stroke of thepiston, and a piston. Within said cylinder.

2. In an internal combustion. engine a cylinder, having intake supplyand exhaust ports and comprising a head consistingof an elongatedcylinder, a water jacket inclosing the upper end of said cylinder andhaving the lower end of said cylinder exposed as a depending shellthereon, a frame having a casing formed atits upper end for receivingsaid depending shell and leaving an annular space about the lowerportion thereof wholly open to the bottom of said cylinder, a pluralityof deflectors on said casing projecting within said space and arrangedin decreasing closeness circumferentially in both directions from saidintake port, a piston within said cylinder, said intake communicatingwith said annular space, a valve for closing the intake on the downstroke of the piston, said supply port piercing said cylinder at a pointabove said piston when at its lowest position and communicating with.saidintake and said annular space, said inner wall being pierced forexhaust at a point substantially opposite to said supply port andcommunicating with said exhaust.

3. In an internal combustion engine a closed cylinder,having intake,supply and exhaust ports, a depending shell on said cylinder, a casingfor said depending shell and leaving an annular space about the lowerportion thereof wholly open to the bottom of said cylinder, a pluralityof deflectors on said casing projecting within said space and arrangedin decreasing closeness circumferentially in both directions from saidintake port, a piston within said cylinder, said supply communicatingwith said annular space, and said supply port leading from said space tosaid cylinder, and means for closing the intake on the down stroke ofthe piston.

4. In a two-cycle internal combustion engine a cylinder, a piston insaid cylinder, said cylinder having a depending lower end, an annularchamber about the lower end of said cylinder, a plurality of disheddeflectors in said annular chamber, said chamber also being wholly opento said cylinder below said piston, an intake at the top of said annularchamber and a supply port in said cylinder adjacent to said intake, andleading from said chamber to said cylinder above said piston.

5. In a two-cycle internal combustion engine a cylinder, a piston insaid cylinder, said cylinder having a depending lower end, a closedannular chamber wholly about said cylinder, an intake leading into saidannular chamber adjacent to its top, said chamber also communicatingwith said cylinder below said piston, a supply port connected with saidcylinder and leading from said annular chamber, and deflectors in saidchamber through which said charges will be churned at each stroke of apiston.

6. In an internal combustion engine, a cylinder having intake supply andexhaust ports and having its cylinder wall extending as a dependingshell, a casing for receiving said depending shell and leaving anannular space about the lower end thereof, and a plurality of deflectorson said casing projecting within said space and arranged in decreasingcloseness as they recede circumferentially in both directions from saidintake port.

7. In an internal combustion engine, a cy1-' inder having intake supplyand exhaust ports and having its cylinder wall extending as a dependingshell, a casing for receiving said depending shell and leaving anannular space about the lower end thereof, wholly open to the bottom ofsaid cylinder, and a plurality of dished deflectors on said casingprojecting within said space and arranged in decreasing closeness asthey recede circumferentially in both directions from said intake port.7

In testimony whereof I afiix my signature in presence of two witnesses.

FORREST NELSON. Witnesses:

VICTORIA LoWnEN, R. B. ELLMs.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

